HomeMy WebLinkAbout2023-03-29 Rail Agenda PacketRAIL COMMITTEE
Regular Meeting
Wednesday, March 29, 2023
Community Meeting Room & Hybrid
3:30 PM
Pursuant to AB 361 Palo Alto City Council meetings will be held as “hybrid” meetings with the
option to attend by teleconference/video conference or in person. To maximize public safety
while still maintaining transparency and public access, members of the public can choose to
participate from home or attend in person. Information on how the public may observe and
participate in the meeting is located at the end of the agenda. Masks are strongly encouraged if
attending in person. The meeting will be broadcast on Cable TV Channel 26, live on
YouTube https://www.youtube.com/c/cityofpaloalto, and streamed to Midpen Media
Center https://midpenmedia.org.
VIRTUAL PARTICIPATION CLICK HERE TO JOIN (https://cityofpaloalto.zoom.us/j/86388142528)
Meeting ID: 863 8814 2528 Phone: 1(669)900‐6833
PUBLIC COMMENTS
Public comments will be accepted both in person and via Zoom for up to three minutes or an
amount of time determined by the Chair. All requests to speak will be taken until 5 minutes
after the staff’s presentation. Written public comments can be submitted in advance to
city.council@CityofPaloAlto.org and will be provided to the Council and available for inspection
on the City’s website. Please clearly indicate which agenda item you are referencing in your
subject line.
PowerPoints, videos, or other media to be presented during public comment are accepted only
by email to city.clerk@CityofPaloAlto.org at least 24 hours prior to the meeting. Once received,
the Clerk will have them shared at public comment for the specified item. To uphold strong
cybersecurity management practices, USB’s or other physical electronic storage devices are not
accepted.
CALL TO ORDER
PUBLIC COMMENT
Members of the public may speak to any item NOT on the agenda.
VERBAL UPDATE ON INTERAGENCY ACTIVITIES
A.Caltrain
B.VTA
C.City Staff
ACTION ITEMS
1.Review and Discuss the Grade Separation Evaluation Criteria and provide a
recommendation to the City Council with any proposed amendments
FUTURE MEETINGS AND AGENDAS
Members of the public may not speak to the item(s)
ADJOURNMENT
INFORMATION REPORTS
2.Communications and Information for March 15, 2023 Committee Meeting
PUBLIC COMMENT INSTRUCTIONS
Members of the Public may provide public comments to teleconference meetings via email,
teleconference, or by phone.
1. Written public comments may be submitted by email to city.council@cityofpaloalto.org.
2. For in person public comments please complete a speaker request card located on the
table at the entrance to the Council Chambers and deliver it to the Clerk prior to
discussion of the item.
3. Spoken public comments using a computer or smart phone will be accepted through
the teleconference meeting. To address the Council, click on the link below to access a
Zoom‐based meeting. Please read the following instructions carefully.
You may download the Zoom client or connect to the meeting in‐ browser. If using
your browser, make sure you are using a current, up‐to‐date browser: Chrome 30 ,
Firefox 27 , Microsoft Edge 12 , Safari 7 . Certain functionality may be disabled in
older browsers including Internet Explorer. Or download the Zoom application onto
your smart phone from the Apple App Store or Google Play Store and enter in the
Meeting ID below.
You may be asked to enter an email address and name. We request that you
identify yourself by name as this will be visible online and will be used to notify you
that it is your turn to speak.
When you wish to speak on an Agenda Item, click on “raise hand.” The Clerk will
activate and unmute speakers in turn. Speakers will be notified shortly before they
are called to speak.
When called, please limit your remarks to the time limit allotted. A timer will be
shown on the computer to help keep track of your comments.
4. Spoken public comments using a phone use the telephone number listed below. When
you wish to speak on an agenda item hit *9 on your phone so we know that you wish to
speak. You will be asked to provide your first and last name before addressing the
Council. You will be advised how long you have to speak. When called please limit your
remarks to the agenda item and time limit allotted.
CLICK HERE TO JOIN Meeting ID: 863‐8814‐2528 Phone: 1‐669‐900‐6833
Americans with Disability Act (ADA) It is the policy of the City of Palo Alto to offer its public
programs, services and meetings in a manner that is readily accessible to all. Persons with
disabilities who require materials in an appropriate alternative format or who require auxiliary
aids to access City meetings, programs, or services may contact the City’s ADA Coordinator at
(650) 329‐2550 (voice) or by emailing ada@cityofpaloalto.org. Requests for assistance or
accommodations must be submitted at least 24 hours in advance of the meeting, program, or
service.
RAIL COMMITTEERegular MeetingWednesday, March 29, 2023Community Meeting Room & Hybrid3:30 PMPursuant to AB 361 Palo Alto City Council meetings will be held as “hybrid” meetings with theoption to attend by teleconference/video conference or in person. To maximize public safetywhile still maintaining transparency and public access, members of the public can choose toparticipate from home or attend in person. Information on how the public may observe andparticipate in the meeting is located at the end of the agenda. Masks are strongly encouraged ifattending in person. The meeting will be broadcast on Cable TV Channel 26, live onYouTube https://www.youtube.com/c/cityofpaloalto, and streamed to Midpen MediaCenter https://midpenmedia.org.VIRTUAL PARTICIPATION CLICK HERE TO JOIN (https://cityofpaloalto.zoom.us/j/86388142528)Meeting ID: 863 8814 2528 Phone: 1(669)900‐6833PUBLIC COMMENTSPublic comments will be accepted both in person and via Zoom for up to three minutes or anamount of time determined by the Chair. All requests to speak will be taken until 5 minutesafter the staff’s presentation. Written public comments can be submitted in advance tocity.council@CityofPaloAlto.org and will be provided to the Council and available for inspectionon the City’s website. Please clearly indicate which agenda item you are referencing in yoursubject line.
PowerPoints, videos, or other media to be presented during public comment are accepted only
by email to city.clerk@CityofPaloAlto.org at least 24 hours prior to the meeting. Once received,
the Clerk will have them shared at public comment for the specified item. To uphold strong
cybersecurity management practices, USB’s or other physical electronic storage devices are not
accepted.
CALL TO ORDER
PUBLIC COMMENT
Members of the public may speak to any item NOT on the agenda.
VERBAL UPDATE ON INTERAGENCY ACTIVITIES
A.Caltrain
B.VTA
C.City Staff
ACTION ITEMS
1.Review and Discuss the Grade Separation Evaluation Criteria and provide a
recommendation to the City Council with any proposed amendments
FUTURE MEETINGS AND AGENDAS
Members of the public may not speak to the item(s)
ADJOURNMENT
INFORMATION REPORTS
2.Communications and Information for March 15, 2023 Committee Meeting
PUBLIC COMMENT INSTRUCTIONS
Members of the Public may provide public comments to teleconference meetings via email,
teleconference, or by phone.
1. Written public comments may be submitted by email to city.council@cityofpaloalto.org.
2. For in person public comments please complete a speaker request card located on the
table at the entrance to the Council Chambers and deliver it to the Clerk prior to
discussion of the item.
3. Spoken public comments using a computer or smart phone will be accepted through
the teleconference meeting. To address the Council, click on the link below to access a
Zoom‐based meeting. Please read the following instructions carefully.
You may download the Zoom client or connect to the meeting in‐ browser. If using
your browser, make sure you are using a current, up‐to‐date browser: Chrome 30 ,
Firefox 27 , Microsoft Edge 12 , Safari 7 . Certain functionality may be disabled in
older browsers including Internet Explorer. Or download the Zoom application onto
your smart phone from the Apple App Store or Google Play Store and enter in the
Meeting ID below.
You may be asked to enter an email address and name. We request that you
identify yourself by name as this will be visible online and will be used to notify you
that it is your turn to speak.
When you wish to speak on an Agenda Item, click on “raise hand.” The Clerk will
activate and unmute speakers in turn. Speakers will be notified shortly before they
are called to speak.
When called, please limit your remarks to the time limit allotted. A timer will be
shown on the computer to help keep track of your comments.
4. Spoken public comments using a phone use the telephone number listed below. When
you wish to speak on an agenda item hit *9 on your phone so we know that you wish to
speak. You will be asked to provide your first and last name before addressing the
Council. You will be advised how long you have to speak. When called please limit your
remarks to the agenda item and time limit allotted.
CLICK HERE TO JOIN Meeting ID: 863‐8814‐2528 Phone: 1‐669‐900‐6833
Americans with Disability Act (ADA) It is the policy of the City of Palo Alto to offer its public
programs, services and meetings in a manner that is readily accessible to all. Persons with
disabilities who require materials in an appropriate alternative format or who require auxiliary
aids to access City meetings, programs, or services may contact the City’s ADA Coordinator at
(650) 329‐2550 (voice) or by emailing ada@cityofpaloalto.org. Requests for assistance or
accommodations must be submitted at least 24 hours in advance of the meeting, program, or
service.
RAIL COMMITTEERegular MeetingWednesday, March 29, 2023Community Meeting Room & Hybrid3:30 PMPursuant to AB 361 Palo Alto City Council meetings will be held as “hybrid” meetings with theoption to attend by teleconference/video conference or in person. To maximize public safetywhile still maintaining transparency and public access, members of the public can choose toparticipate from home or attend in person. Information on how the public may observe andparticipate in the meeting is located at the end of the agenda. Masks are strongly encouraged ifattending in person. The meeting will be broadcast on Cable TV Channel 26, live onYouTube https://www.youtube.com/c/cityofpaloalto, and streamed to Midpen MediaCenter https://midpenmedia.org.VIRTUAL PARTICIPATION CLICK HERE TO JOIN (https://cityofpaloalto.zoom.us/j/86388142528)Meeting ID: 863 8814 2528 Phone: 1(669)900‐6833PUBLIC COMMENTSPublic comments will be accepted both in person and via Zoom for up to three minutes or anamount of time determined by the Chair. All requests to speak will be taken until 5 minutesafter the staff’s presentation. Written public comments can be submitted in advance tocity.council@CityofPaloAlto.org and will be provided to the Council and available for inspectionon the City’s website. Please clearly indicate which agenda item you are referencing in yoursubject line.PowerPoints, videos, or other media to be presented during public comment are accepted onlyby email to city.clerk@CityofPaloAlto.org at least 24 hours prior to the meeting. Once received,the Clerk will have them shared at public comment for the specified item. To uphold strongcybersecurity management practices, USB’s or other physical electronic storage devices are notaccepted.CALL TO ORDERPUBLIC COMMENT Members of the public may speak to any item NOT on the agenda. VERBAL UPDATE ON INTERAGENCY ACTIVITIESA.CaltrainB.VTAC.City StaffACTION ITEMS1.Review and Discuss the Grade Separation Evaluation Criteria and provide arecommendation to the City Council with any proposed amendmentsFUTURE MEETINGS AND AGENDASMembers of the public may not speak to the item(s)ADJOURNMENTINFORMATION REPORTS
2.Communications and Information for March 15, 2023 Committee Meeting
PUBLIC COMMENT INSTRUCTIONS
Members of the Public may provide public comments to teleconference meetings via email,
teleconference, or by phone.
1. Written public comments may be submitted by email to city.council@cityofpaloalto.org.
2. For in person public comments please complete a speaker request card located on the
table at the entrance to the Council Chambers and deliver it to the Clerk prior to
discussion of the item.
3. Spoken public comments using a computer or smart phone will be accepted through
the teleconference meeting. To address the Council, click on the link below to access a
Zoom‐based meeting. Please read the following instructions carefully.
You may download the Zoom client or connect to the meeting in‐ browser. If using
your browser, make sure you are using a current, up‐to‐date browser: Chrome 30 ,
Firefox 27 , Microsoft Edge 12 , Safari 7 . Certain functionality may be disabled in
older browsers including Internet Explorer. Or download the Zoom application onto
your smart phone from the Apple App Store or Google Play Store and enter in the
Meeting ID below.
You may be asked to enter an email address and name. We request that you
identify yourself by name as this will be visible online and will be used to notify you
that it is your turn to speak.
When you wish to speak on an Agenda Item, click on “raise hand.” The Clerk will
activate and unmute speakers in turn. Speakers will be notified shortly before they
are called to speak.
When called, please limit your remarks to the time limit allotted. A timer will be
shown on the computer to help keep track of your comments.
4. Spoken public comments using a phone use the telephone number listed below. When
you wish to speak on an agenda item hit *9 on your phone so we know that you wish to
speak. You will be asked to provide your first and last name before addressing the
Council. You will be advised how long you have to speak. When called please limit your
remarks to the agenda item and time limit allotted.
CLICK HERE TO JOIN Meeting ID: 863‐8814‐2528 Phone: 1‐669‐900‐6833
Americans with Disability Act (ADA) It is the policy of the City of Palo Alto to offer its public
programs, services and meetings in a manner that is readily accessible to all. Persons with
disabilities who require materials in an appropriate alternative format or who require auxiliary
aids to access City meetings, programs, or services may contact the City’s ADA Coordinator at
(650) 329‐2550 (voice) or by emailing ada@cityofpaloalto.org. Requests for assistance or
accommodations must be submitted at least 24 hours in advance of the meeting, program, or
service.
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Rail Committee
Staff Report
From: Philip Kamhi, Chief Transportation Official
Meeting Date: March 29, 2023
Staff Report #: 2302-1010
TITLE
Review and Discuss the Grade Separation Evaluation Criteria and provide a recommendation to
the City Council with any proposed amendments.
RECOMMENDATION
Review and Discuss the Grade Separation Evaluation Criteria and provide a recommendation to
the City Council with any proposed amendments.
EXECUTIVE SUMMARY
On February 15, 2023, the Rail Committee directed the staff to bring forth an item for the
committee's consideration to review and update the Council Adopted Evaluation criteria. These
evaluation criteria are used for the evaluation of grade separation alternatives for the selection
of the preferred alternative(s). This item supports the review and discussion of the current
criteria for possible update and changes to the criteria and recommendation to the City Council
for its approval.
BACKGROUND
In September 2017, the City Council adopted the criteria that included the following elements as
guidelines in selecting a preferred solution (a preferred alternative for each crossing):
A.East-West connectivity – Facilitate movement across the corridor for all modes of
transportation
B.Traffic congestion – Reduce delay and congestion for automobile traffic at rail crossings
C.Pedestrian / bicycle circulation – Provide clear and safe routes for pedestrians and
bicyclists seeking to cross the rail corridor, separate from automobile traffic
D.Rail operations – Support continued rail operations and Caltrain service improvements
E.Cost – Finance the project with feasible funding sources.
F.Cost – Minimize right-of-way acquisition.
G.Environmental impacts – Reduce rail noise and vibration along the corridor.
H.Local access – maintain or improve access to neighborhoods, parks, schools and other
destinations along the corridor while reducing regional traffic on neighborhood streets.
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I.Visual impacts – Minimize visual changes along the rail corridor.
J.Construction – Minimize disruption and the duration of construction.
At the March 18, 2019 Committee of the Whole (COTW) meeting, the COTW recommended a set
of actions relating to rail grade separation including direction to create a dynamic model that
orders the alternatives based on the criteria. Therefore, in late 2019 Matrix was developed with
a Summary of Evaluation based on Council Adopted Criteria. This matrix was used to review
various elements for various alternatives. This matrix was further reviewed through Community
Advisory Panel (CAP) and Extended Community Advisory Panel (XCAP) for review of the
alternatives in consideration at Churchill Avenue, Meadow Drive, and Charleston Road crossings.
This matrix assisted XCAP in making recommendations of preferred alternatives to the City
Council. The current Matrix, Summary of Evaluation based on the Council Selected Criteria is
attached as Attachment A
The current Matrix provides dynamic information on the level of impact and improvements on
the scale with respect to each of the elements of the Council Adopted Evaluation Criteria.
However, the XCAP Committee in its final report highlighted certain existing reports and policies
for review and policies to inform future study and consideration of additional criteria. In addition,
on February 15, 2023, the Rail Committee meeting indicated the need to reflect on the current
understanding of the various elements for updating the criteria.
DISCUSSION
This item brings forth the “Council Adopted Criteria” used in the evaluation of Alternatives for
the discussion of the rail committee for its review and discussion on whether to update. The
Sustainability and Climate Action Plan (2022), the 2030 Comprehensive Plan (adopted Nov
2017), the City of Palo Alto Bicycle + Pedestrian Transportation Plan (2012), and the Rail
Corridor Report (2013) all provide guiding principles and foundations which can be reviewed
further to guide future work.
The excerpts from these policies that may aid this discussion for the review of the criteria are as
follows.
The Sustainability And Climate Action Plan (2022)[1]
GOAL: Reduce GHG emissions 80% below 1990 levels by 2030
•Reduce transportation related GHG emissions at least 65% below 1990 levels (215,696
MT CO2e reduction)
•Reduce total vehicle miles traveled 12% by 2030, compared to a 2019 baseline, by
reducing commute vehicle miles traveled 20%, visitor vehicles miles traveled 10%, and
resident vehicle miles traveled 6%.
•Increase the mode share for active transportation (walking, biking) and transit from 19%
to 40% of local work trips by 2030
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▫M3. Update and implement the Bicycle and Pedestrian Transportation Plan to
expand bicycle and pedestrian infrastructure and establish a Vision Zero data
collection and analysis program to target safety improvements.
GOAL: Zero Waste is a holistic approach to managing materials in a closed loop system (circular
economy), where all discarded materials are designed to become resources
•Divert 95% of waste from landfills by 2030, leading to zero waste
•Implement short- and medium-term initiatives identified in the 2018 Zero Waste Plan
The 2030 Comprehensive Plan (2017)[2]
GOAL T-1 Create a sustainable transportation system, complemented by a mix of land uses, that
emphasizes walking, bicycling, use of public transportation and other methods to reduce GHG
emissions and the use of single-occupancy motor vehicles.
•Policy T1-10: Support Caltrain modernization and electrification, capacity and service
enhancements and extension to Downtown San Francisco.
•Policy T1-19: Provide Facilites that encourage and support bicycling and Walkin
▫Program T1.19.2: Prioritize investments for enhanced pedestrian access and
bicycle use within Palo Alto and to/from surrounding communities, including by
incorporating improvements from related City plans, for example the 2012 Palo
Alto Bicycle + Pedestrian Transportation Plan and the Parks, Trails & Open Space
Master Plan, as amended, into the Capital Improvements Program.
▫Program T1.19.3: Increase the number of east-west pedestrian and bicycle
crossings across Alma Street and the Caltrain corridor, particularly south of
Oregon Expressway
▫Program T1.26.1: In collaboration with regional agencies and neighboring
jurisdictions, identify and pursue funding for rail corridor improvements and
grade separation.
GOAL T-3 Maintain an efficient roadway network for all users.
•Policy T-3.2 Enhance connections to, from and between parks, community centers,
recreation facilities, libraries and schools for all users.
•Policy T-3.3 Avoid major increases in single-occupant vehicle capacity when constructing
or modifying roadways unless needed to remedy severe congestion or critical
neighborhood traffic problems. Where capacity is increased, balance the needs of motor
vehicles with those of pedestrians and bicyclists.
•Policy T3.15: Pursue grade Separation of rail crossings along the rail corridor as a City
priority.
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▫Program T3.15.1 separation of Caltrain to become a “shovel ready” project and
strongly advocate for adequate State, regional and federal funding for design
and construction of railroad grade separations.
▫Program T3.15.2 Conduct a study to evaluate the implications of grade
separation on bicycle and pedestrian circulation.
•Policy T-3.16: Keep existing at-grade rail crossings open to motor vehicles, pedestrians
and bicyclists, consistent with results of a focused circulation study and a context
sensitive alternatives analysis.
•Policy T-3.17 Until grade separation is completed, improve existing at-grade rail
crossings to ensure the highest feasible level of safety along the corridor and provide
additional safe, convenient crossings.
▫Program T3.17.1 Complete a Palo Alto Avenue crossing study to identify
potential near-term safety and accessibility improvements.
▫Program T3.17.2 Work with Caltrain to ensure that the rail tracks are safe and
secure with adequate fencing and barriers.
•Policy T-3.18 Improve safety and minimize adverse noise, vibrations and visual impacts
of operations in the Caltrain rail corridor on adjoining districts, public facilities, schools
and neighborhoods with or without the addition of High Speed Rail.
•Policy T-3.19 Coordinate proactively with the California High Speed Rail Authority and
Caltrain to minimize negative impacts and maximize benefits to Palo Alto from any
future high speed rail service through Palo Alto.
GOAL T-8 Influence the shape and implementation of regional transportation policies and
technologies to reduce traffic congestion and GHG emissions.
•Policy T-8.8 Support regional bicycle and pedestrian plans including development of the
Bay Trail, Bay-to-Ridge Trail and the Santa Clara County Countywide Bicycle System.
▫Program T8.8.1 Identify and improve bicycle connections to/from neighboring
communities in Santa Clara and San Mateo counties to support local trips that
cross city boundaries. Also advocate for reducing barriers to bicycling and
walking at freeway interchanges, expressway intersections and railroad grad
crossings.
GOAL N-1 Protect, conserve and enhance Palo Alto’s citywide system of open space, including
connected and accessible natural and urban habitats, ecosystems and natural resources,
providing a source of public health, natural beauty and enjoyment for Palo Alto residents.
•Policy N-1.11 Work with Stanford University, Santa Clara County, SCVWD and regional
organizations to create multi-use trail connections between urban areas and open
space, including creeks and rights-of-way, while ensuring that thenatural environment is
protected.
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GOAL N-6 An environment that minimizes the adverse impacts of noise.
•Policy N-6.13 Minimize noise spillover from rail related activities into adjacent
residential or noise-sensitive areas.
▫Program N6.13.1 Encourage the Peninsula Corridors Joint Powers Board to
pursue technologies and grade separations that would reduce or eliminate the
need for train horns/whistles in communities served by rail service.
▫Program N6.13.2 Evaluate changing at-grade rail crossings so that they qualify as
Quiet Zones based on Federal Railroad Administration (FRA) rules and guidelines
in order to mitigate the effects of train horn noise without adversely affecting
safety at railroad crossings.
▫Program N6.13.3 Participate in future environmental review of the California
High-Speed Rail (HSR) Project, planned to utilize existing Caltrain
GOAL S-3 An environment free of the damaging effects of human-caused threats and
hazardous materials.
•Policy S-3.1 Minimize the use of toxic and hazardous materials in Palo Alto. Promote the
use of alternative materials and practices that are environmentally benign.
▫Program S3.1.4 Establish protocols to monitor the movement of hazardous
materials on Palo Alto roadways and rail lines and respond effectively to spills via
established truck and construction routes.
•Policy S-3.6 Work with the appropriate agencies, including Caltrain, to decrease the risks
associated with rail infrastructure in Palo Alto, including the movement of hazardous
materials through the city and the dangers of passenger trains in a fully-developed,
populated environment.
▫Program S3.6.2 Work with Caltrain and the PAUSD to educate students and the
public on the dangers of rail trespass and the benefits of suicide support services
available in Palo Alto.
The Bicycle and Pedestrian Transportation Plan (2012) [3]
The 2012 Bike Plan discusses several projects that form part of the bike/pedestrian network
across the Caltrain ROW, including suggested new bike/pedestrian-only crossings that have
been recommended for study. The following excerpts from Bicycle and Pedestrian
Transportation Plan may be reviewed further in updating the Council Evaluation Criteria.
•Program T-21: Study projects to depress bikeways and pedestrian walkways under Alma
Street and the Caltrain tracks and implement if feasible.
▫The BPTP recommends improvements to existing plans for bicycle/pedestrian
underpasses at Alma Street and identifies potential funding sources for
implementation. The future Transportation Element should integrate
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recommendations from this Plan with those from the Joint Rail Corridor Task
Force effort taking place concurrent with this Plan.
•Policy T-17: Increase cooperation with surrounding communities and other agencies to
establish and maintain off-road bicycle and pedestrian paths and trails utilizing creek,
utility, and railroad rights-of-way.
5.1.4 Across Barrier Connections (ABC’s): Palo Alto has multiple linear barriers that present
challenges for bicycling and walking, including Highway 101, Caltrain/Alma Street, and several
creek water bodies. These barriers require large, expensive construction projects such as
bridges or tunnels
Matadero Creek Caltrain/Alma Barrier Connection
The 1.3-mile distance between the existing Caltrain undercrossing at California Avenue
and the surface crossing at Meadow Drive represents the longest stretch of track barrier
in Palo Alto. The lack of eastwest connectivity is a major issue for the Cal-Ventura area, a
mixed-use neighborhood with potential for new residential and mixed-use development
near the Fry’s Electronics site and along El Camino Real. To the east of Caltrain lies the
Matadero Creek maintenance road and proposed creek trail that extends through
Midtown and eventually to the Baylands. This Plan recommends the City undertake a
feasibility study to determine the specific alignment and phasing opportunities for the
Matadero Creek Trail. The study’s scope should include an alternatives analysis of the
potential undercrossing options near the creek (or overcrossing compatibility pending
Caltrain/High Speed Rail plans).
Peers Park Caltrain/Alma Street Barrier Connection at Seale Avenue
This Plan proposes a new Caltrain barrier connection concept at Peers Park between the
Churchill Road surface crossing and California Avenue undercrossing. This connection
would link the Serra Street/Park Boulevard and Stanford Avenue east-west bikeways
(along with the north-south Castilleja-Park-Wilkie Bicycle Boulevard) across Caltrain to
Seale Avenue, a low-volume residential street. With direct access across Middlefield
Road to the Community Center and Jordan Middle School complexes, such a route
would provide an inviting alternative to the Churchill/Coleridge Avenue corridor for
school commutes and other trips, and if established should trigger the implementation
(or further development) of Seale Avenue as a bicycle boulevard.
University Avenue/Palo Alto Transit Center Undercrossings (Enhanced)
The 2008 Caltrain Comprehensive Access Plan includes a recommendation to widen the
sidewalk along the north side of University Avenue under Caltrain, an existing
undercrossing that experiences high volumes of pedestrians and bicyclists. A wider
undercrossing with better lighting would allow for safer passage by bicycle and for
transit patrons coming to and from the staircase directly underneath the station.
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Despite a second non-motorized undercrossing approximately one block to the north
within the transit center, improved University Avenue undercrossings (the other
sidewalk undercrossing experiences similar demand) would yield a more visible and
direct linkage for both transit and downtown-related trips. Likely competitive for federal
and state funding, this medium-term improvement concept should be studied for its
compatibility with the longer term vision of a completely reconfigured Palo Alto
Intermodal Transit Center in coordination with Caltrans.
California Avenue Caltrain/Alma Undercrossing (Rebuild or Retrofit)
Reconstruction of the existing tunnel to be more accommodating is a long-term citywide
priority due to its importance as a regional transit and business district connection and
proximity to expected growth. The location of existing underground utilities,
unfortunately, would force a much deeper and more expensive tunnel than similar
proposed facilities. In the short-term, the City will be improving lighting, signage, and
bicycle access to the west entrance of the undercrossing as part of the upcoming
California Avenue streetscape improvement project.
El Camino Park Caltrain/Alma Barrier Connection at Everett Avenue
This undercrossing was proposed as part of the 2003 Bicycle Transportation Plan and
potential (partial) funding for its construction was identified as part of the Stanford
Medical Center expansion project. Further analysis through the 2012 BPTP has revealed
significant utility conflicts and higher priority improvements to an adjacent facility
(University Avenue undercrossing). Regardless, this connection would further reduce
the barrier effect of the Caltrain corridor at a key location and should be considered a
potential long-term ABC project.
5.3.5 Midblock and Un-signalized Crossings
Marked, unsignalized crosswalks on roadways with two or more travel lanes per direction are
generally discouraged, and few exist in Palo Alto.
5.4.1 Engineering
•Develop a Complete Streets Checklist for all major capital and maintenance projects and
a review/approval process that ensures early coordination between City departments
and outside agencies.
•Evaluate the feasibility of a future potential trail connection between El Camino Park
and Caltrain/Palo Alto High School through the Transit Center.
The Palo Alto Rail Corridor Study (2013)[4]
The 2013 Rail Corridor Study identified opportunities to create more East/West connectivity
across the Caltrain corridor for cars, bikes and pedestrians. XCAP recommends the Council and
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Staff consider the principles of that report when refining
design concepts for ALL the grade separation alternatives.
•Circulation and Connectivity
▫Improve east-west connectivity across the rail corridor, Alma Street and El
Camino Real
▫Provide additional rail crossings in the southern section of the study area
▫Strengthen the pedestrian and bicycle circulation framework and make
connections to citywide facilities and amenities
▫Create a walkable, pedestrian and bicycle-friendly community with convenient
and safe access to goods and services
▫Implement a layered street framework
▫Ensure major vehicular corridors retain current traffic carrying capacity
•Public Facilities
▫Infrastructure should keep pace with development and should achieve a high-
quality design
Based on the Rail Committee review and direction, the proposed changes and updates will be
recommended to the Council. Any additional review will then be undertaken for further
evaluation for the selection of preferred alternative(s).
RESOURCE IMPACT
Any consultant support requiring revision to the matrix and the evaluation of the grade
separation alternatives based on the modified or updated criteria will require additional services
of the consultant. The additional services therefore may require an amendment to the Consultant
Contract.
ENVIRONMENTAL REVIEW
The proposed action is part of a planning study for a possible future action, which has not been
approved, adopted, or funded and is therefore exempt from the California Environmental Quality
Act (CEQA) in accordance with CEQA Guidelines Section 15262. The future decision to approve
the construction of any one of the identified potential alternatives would be subject to CEQA and
require the preparation of an environmental analysis. Environmental review and design for the
grade separation project will be performed in the subsequent steps of the project development.
[1] https://www.cityofpaloalto.org/files/assets/public/sustainability/policies-and-plans/2022-
scap-goals-and-key-actions.pdf
Item 1
Item 1 Staff Report
Item 1: Staff Report Pg. 8 Packet Pg. 11 of 24
Item No. 1.Page 9 of 9 9
2
3
[2]https://www.cityofpaloalto.org/files/assets/public/planning-amp-development-services/3.-
comprehensive-plan/comprehensive-plan/full-comp-plan-2030_with-dec19_22-
amendments.pdf
[3] https://www.cityofpaloalto.org/files/assets/public/transportation/projects/bicycle-
pedestrian-transportation-plan_adopted-july-2012.pdf
[4] https://www.cityofpaloalto.org/files/assets/public/planning-amp-development-
services/new-development-projects/parc-130122-final-report.pdf
ATTACHMENTS
Attachment A: Matrix - Summaries of Evaluations with City Council Adopted Criteria
Report #: 2302-1010
Item 1
Item 1 Staff Report
Item 1: Staff Report Pg. 9 Packet Pg. 12 of 24
January 13, 2021 • Meadow-Charleston Summary of Evaluation • For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/1 of 4
Meadow-Charleston Evaluation of City Council-Adopted Criteria
Evaluation Criteria
Trench
Hybrid
Viaduct
South Palo Alto Tunnel
Passenger and Freight
South Palo Alto Tunnel
with At-Grade Freight
Underpass
A
Facilitate movement
across the corridor for all
modes of transportation
Meadow Drive and Charleston Road will be grade separated from the railroad for all
modes and will remain open.
Meadow Drive and Charleston Road will be grade separated from the railroad for all
modes and will remain open.
Meadow Drive and Charleston Road will be grade separated from the railroad for all
modes and will remain open. Viaduct
provides opportunities for additional
crossings for all modes.
Meadow Drive and Charleston Road will be grade separated from the railroad for all
modes and will remain open.
Meadow Drive and Charleston Road will be grade separated from the passenger train
traffic only for all modes and will
remain open. Meadow Drive and
Charleston Road will not be grade separated from the freight train traffic. Alma Street will be limited
to one lane in each direction within
the trench sections leading up to the
tunnel entrance.
East/West (through) traffic on Meadow Drive and Charleston Road will be grade separated from the railroad and Alma
Street for all modes.
Some turning movements on Meadow Drive
to/from Alma Street will be prohibited. All
turning movements on Charleston Road to/from
Alma Street will be permitted; however, some movements will be facilitated via a roundabout approximately 600 feet west of Alma Street,
resulting in longer routes for all modes.
B
Reduce delay and
congestion
for vehicular traffic at rail
crossings
With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive
and Charleston Road will be
removed. Thus, the traffic will not be
interrupted by the railroad crossing gates.
With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive
and Charleston Road will be
removed. Thus, the traffic will not be
interrupted by the railroad crossing gates.
With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive
and Charleston Road will be
removed. Thus, the traffic will not be
interrupted by the railroad crossing gates.
With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive
and Charleston Road will be
removed. Thus, the traffic will not be
interrupted by the railroad crossing gates.
With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and
Charleston Road will remain for the
freight at-grade crossing. Freight
train service is limited to just a few trains at night.
With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the
traffic will not be interrupted by the railroad
crossing gates. Pedestrian and cyclist mode
separation will also help reduce intersection congestion.
C
Provide clear, safe routes
for pedestrians and
cyclists crossing the rail
corridor, separate from
vehicles
Pedestrians/
cyclists will be separated from train
traffic only. Bike lanes will be added to Meadow Drive and Charleston Road intersections. Additional
pedestrian/cyclist separations routes
can be explore on the next phase of
design.
Pedestrians/
cyclists will be separated from train
traffic only. Bike lanes will be added to Meadow Drive and Charleston Road intersections. Additional
pedestrian/cyclist separations routes
can be explore on the next phase of
design.
Pedestrians/
cyclists will be separated from train
traffic only. Bike lanes will be added to Meadow Drive and Charleston Road intersections. Additional
pedestrian/cyclist separations routes
can be explore on the next phase of
design.
Pedestrians/
cyclists will be separated from train
traffic only. Bike lanes will be added to Meadow Drive and Charleston Road intersections. Additional
pedestrian/cyclist separations routes
can be explore on the next phase of
design.
Pedestrians/
cyclists will be separated from train
traffic only. Bike lanes will be added to Meadow Drive and Charleston Road intersections. Additional
pedestrian/cyclist separations routes
can be explore on the next phase of
design.
Pedestrians and cyclists
traveling east/west will be completely
separated from train and vehicular traffic on Alma Street. Full pedestrian and cyclist movement is maintained.
Pedestrians and cyclists will have more circuitous routes traveling east/west across the corridor because the pedestrain/bike path
is located on one side of the street only: on the
south side of Meadow Drive and on the north
side of Charleston Road. For example, cyclists traveling eastbound on Charleston Road near Ruthelma Street will have to cross Charleston
Road to get onto the north side of the road, then
cross Charleston Road again at the roundabout
near Mumford Place to get back onto the right/south side of the road.
D
Support continued rail
operations and Caltrain
service improvements
A temporary
railroad track will be required, and a
crossover track located north of the San Antonio Caltrain Station will be relocated. With the pump stations,
there will be potential risks to train
operations from flooding.
A temporary
railroad track will be required, and a
crossover track located north of the San Antonio Caltrain Station will be relocated.
New railroad
tracks can be built without a
temporary track, and a crossover track located north of the San Antonio Caltrain Station will be
relocated.
A temporary
railroad track will be required at the
boring pit areas to the north and south. A siding track will be relocated north of the California Avenue
Caltrain Station. Due to the pump
stations, there will be potential risks
to train operations due to flooding.
A temporary
railroad track will be required at the
boring pit areas to the north and south. A siding track will be relocated north of the California Avenue
Caltrain Station. Due to the pump
stations, there will be potential risks
to train operations due to flooding.
A temporary railroad track
is likely to be required unless an alternate
construction methodology and sequencing is acceptable to Caltrain.
ImprovementImpact
Most Impact
Some Impact
Some Improvement
Moderate Impact
Neutral (No Impact or Improvement)
Moderate Improvement
Most ImprovementThe color of the matrix is comparative between each alternative at this location.
Summary of Evaluation Item 1
Attachment A - Matrix Summaries of
Evaluations with City Council
Adopted Criteria
Item 1: Staff Report Pg. 10 Packet Pg. 13 of 24
January 13, 2021 • Meadow-Charleston Summary of Evaluation • For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/2 of 4
Meadow-Charleston Evaluation of City Council-Adopted Criteria
Evaluation Criteria
Trench
Hybrid
Viaduct
South Palo Alto Tunnel
Passenger and Freight
South Palo Alto Tunnel
with At-Grade Freight
Underpass
E
Finance with feasible
funding sources
(order of magnitude cost)
The trench will require greater levels of local funding in the form of fees, taxes or special
assessments, the feasibility of which
are still being studied in the context
of overall citywide infrastructure funding needs.
The hybrid would require lower levels of local funding, with a substantial portion of capital
costs covered by Regional, State and
Federal sources.
The viaduct would require substantial local funding resources more than the
hybrid alternative, but less than the
trench and tunnel alternatives.
The tunnel will require the greatest levels of local funding in the form of fees, taxes or
special assessments, the feasibility
of which are still being studied
in the context of overall citywide infrastructure funding needs.
The tunnel will require the greatest levels of local funding in the form of fees, taxes or
special assessments, the feasibility
of which are still being studied
in the context of overall citywide infrastructure funding needs. However, this alternative would
not be eligible for grade separation
funding as the at-grade crossing for
freight would remain.
The underpass will require substantial local funding resources more than the hybrid alternative, but less than the trench
and tunnel alternatives.
F
Minimize right-of-way
acquisition (Private
property only)
Subsurface
acquisition will be required for
the ground anchors for the trench
retaining walls and private properties will be required for creek diversion pump station.
No acquisition
of private properties is required;
however, driveway modifications will
be required.
No acquisition of
private properties is required.
Subsurface
acquisition will be required for
the ground anchors for the trench
retaining walls and private properties will be required for creek diversion pump station.
Subsurface
acquisition will be required for
the ground anchors for the trench
retaining walls and private properties will be required for creek diversion pump station.
Multiple private property
acquisitions are required, and driveway
modifications will be required. Some
(sliver) acquisition of residential properties immediately adjacent Alma Street, Meadow Drive and Charleston Road will be required.
G Reduce rail noise and
vibration
Train horn noise
and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations.
Utilizing EMU trains instead of diesel
locomotives will also reduce noise.
Trains operating in trench will reduce noise in neighborhoods. Acoustically treated trench walls will eliminate
acoustical reflections. There would
be a slight reduction to vibration
levels at nearby receptors.
Train horn noise
and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations.
Utilizing EMU trains instead of diesel
engines will also reduce noise. Six-
foot high parapet sound barriers will help reduce propulsion and wheel/rail noise. There would be a slight
reduction to vibration levels at nearby
receptors.
Train horn noise
and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations.
Utilizing EMU trains instead of diesel
engines will also reduce noise. Six-
foot high parapet sound barriers will help reduce propulsion and wheel/rail noise. There would be significant
reduction to vibration levels at nearby
receptors.
Train horn noise
and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations.
Utilizing EMU trains instead of diesel
engines will also reduce noise. In the
trench section, train noise would be partially reduced with acoustically absorptive materials. In the tunnel
section, train noise will be contained.
There would likely be a slight
reduction to vibration levels at nearby receptors.
Train horn noise
and warning bells will remain for the at-grade crossings to accommodate a limited number of freight trains.
Utilizing EMU trains instead of diesel
engines will also reduce noise. In the
trench section, train noise would be partially reduced with acoustically absorptive materials. In the tunnel
section, train noise will be contained.
Reduced traffic lanes on Alma
would also reduce noise levels in the community. There would be slight reduction to vibration levels at nearby receptors.
Train horn noise and
warning bells will be eliminated by the replacement of the at-grade crossings with grade separations. Utilizing EMU trains rather
than diesel engines will also reduce noise.
Modern rail bridge design will reduce excess
structural noise. Sound barriers will also help to reduce propulsion and wheel/rail noise. There would be little to no change to vibration levels at
nearby receptors. An optional 6-foot high noise
barrier near the tracks and on the overpass
structure could significantly reduce wheel/rail and propulsion noise.
H
Maintain access to
neighborhoods, parks, and
schools along the corridor,
while reducing regional
traffic on neighborhood
streets
No diversion of
regional traffic with construction of grade separations.
No diversion of
regional traffic with construction of grade separations.
No diversion of
regional traffic with construction of grade separations.
No diversion of
regional traffic with construction of grade separations.
Diversion of
regional traffic with the permanent lane reduction on Alma Street will impact residential streets.
Regional traffic will
be diverted due to the restricted turning movements; however, travel in all directions will be possible, but may require a longer
route and take more time. Turning movements
at Ely Place will be limited to right turns on
northbound Alma Street only. Pedestrian and cyclist access will improve due to mode separation.
ImprovementImpact
Most Impact
Some Impact
Some Improvement
Moderate Impact
Neutral (No Impact or Improvement)
Moderate Improvement
Most ImprovementThe color of the matrix is comparative between each alternative at this location.
Summary of Evaluation Item 1
Attachment A - Matrix Summaries of
Evaluations with City Council
Adopted Criteria
Item 1: Staff Report Pg. 11 Packet Pg. 14 of 24
January 13, 2021 • Meadow-Charleston Summary of Evaluation • For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/3 of 4
Meadow-Charleston Evaluation of City Council-Adopted Criteria
Evaluation Criteria
Trench
Hybrid
Viaduct
South Palo Alto Tunnel
Passenger and Freight
South Palo Alto Tunnel
with At-Grade Freight
Underpass
I Minimize visual changes
along the corridor
Railroad tracks will be below grade with high fencing at grade. Landscaping options will
be limited to plants with shallow
roots in areas where ground anchors
are required for the trench retaining walls.
Railroad tracks will be approximately 15 feet above grade. Landscaping with trees will
be incorporated for screening where
feasible.
Railroad tracks will be approximately 20 feet above grade. Landscaping with trees will
be incorporated for screening where
feasible.
Railroad tracks will be below grade with high fencing at grade in the trench section.
Landscaping options will be limited
to plants with shallow roots in areas
where ground anchors are required for the trench section.
Passenger tracks will be below grade and freight tracks will be at-grade with high fencing.
Landscaping options will be limited
to plants with shallow roots in areas
where ground anchors are required for the trench section.
Railroad tracks will remain at-grade. On Charleston Road, removal of the planting strip on both sides of the road will be
required along with the planting strip on the
east side of Alma Street between Charleston
Road and Ely Place.
J Minimize disruption and
duration of construction
Extended
road closures at Meadow Drive
and Charleston Road are required. Construction would last for approximately 6 years.
Extended lane
reductions at Alma Street, Meadow
Drive, and Charleston Road will be required. Construction would last for approximately 4 years.
The viaduct will
have minimal road closures (nights/
weekends only). Construction would last for approximately 2 years.
Extended lane
reductions on Alma Street are
required. Construction would last for approximately 6 years.
Extended Lane
reductions on Alma Street are
required. Construction would last for approximately 6 years.
Lane reductions and
temporary closures (nights/weekends only)
on Alma Street, a closure of Meadow Drive between Emerson Street and Park Boulevard, and a closure of Charleston Road between Alma
Street and Park Boulevard will be required for
the majority of construction. The total duration
of construction will be approximately 3.5 to 4 years; however the durations are subject to change depending on the construction
methodologies used.
Order of magnitude cost $800M to 950M*$190M to $230M*$400M to 500M*$1,218M to $1,827M*$1,173M to $1,759M*$340M to $420M*
ImprovementImpact
Most Impact
Some Impact
Some Improvement
Moderate Impact
Neutral (No Impact or Improvement)
Moderate Improvement
Most Improvement
Meadow-Charleston Evaluation of Engineering Challenges
Engineering Challenges
Trench
Hybrid
Viaduct
South Palo Alto Tunnel
Passenger and Freight
South Palo Alto Tunnel
with At-Grade Freight
Underpass
L Creek/Drainage Impacts
• Requires diversion of Adobe and Barron creeks resulting in the need
for pump stations.
• Numerous regulatory agency
approvals required for creek
diversion.
• Pump stations also required to
dewater the trench.
• Increased risk of flooding due to
pump stations.
• Pump stations required for lowered roadways.
• Increased risk of flooding due to pump stations.
• No significant creek or drainage impacts.• Requires diversion of Adobe and Matadero creeks resulting in the
need for pump stations.
• Numerous regulatory agency
approvals required for creek
diversion.
• Pump stations also required to
dewater the trench and tunnel.
• Increased risk of flooding due to
pump stations.
• Requires diversion of Adobe and Matadero creeks resulting in the
need for pump stations.
• Numerous regulatory agency
approvals required for creek
diversion.
• Pump stations also required to
dewater the trench and tunnel.
• Increased risk of flooding due to
pump stations.
• Pump station required for lowered roadways.
• Increased risk of flooding due to pump station.
* Total Preliminary Construction Cost for infrastructure of both railroad crossings includes escalation to 2025 (Subject to Change).
The color of the matrix is comparative between each alternative at this location.
Summary of Evaluation Item 1
Attachment A - Matrix Summaries of
Evaluations with City Council
Adopted Criteria
Item 1: Staff Report Pg. 12 Packet Pg. 15 of 24
January 13, 2021 • Meadow-Charleston Summary of Evaluation • For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/4 of 4
ImprovementImpact
Most Impact
Some Impact
Some Improvement
Moderate Impact
Neutral (No Impact or Improvement)
Moderate Improvement
Most ImprovementThe color of the matrix is comparative between each alternative at this location.
Meadow-Charleston Evaluation of Engineering Challenges
Engineering Challenges
Trench
Hybrid
Viaduct
South Palo Alto Tunnel
Passenger and Freight
South Palo Alto Tunnel
with At-Grade Freight
Underpass
M Long-Term Maintenance
Increased maintenance costs due to:
• Pump stations for creek diversions.
• Pump stations for trench
dewatering.
• Below ground railroad alignment.
Increased maintenance costs due to:
• Pump stations for trench dewatering.
• Above ground railroad alignment
with embankments and undercrossing structures.
Increased maintenance costs due to:
• Above ground railroad alignment with embankments and viaduct structures.
Increased maintenance costs due to:
• Pump stations for creek diversions.
• Pump stations for trench
dewatering.
• Below ground railroad alignment.
Increased maintenance costs due to:
• Pump stations for creek diversions.
• Pump stations for trench
dewatering.
• Below ground railroad alignment
as well as at-grade railroad alignment.
Increased maintenance cost due to:
• Pump stations for underpass dewatering.
• Above ground structures for both road and
rail.
N Utility Relocations • Major utility relocations for lowered railroad.• Moderate amount of utility relocations for utility relocations
for lowered roadways.
• Some utility relocations required.• Major utility relocations for lowered railroad.• Major utility relocations for lowered railroad.• Major utility relocation due to the fully lowered roadway.
O Railroad Operations Impacts
during Construction
• Temporary track (i.e., shoofly) is
required.
• Temporary track (i.e., shoofly) is
required, but a bit shorter than the
trench shoofly.
• No temporary track (i.e., shoofly)
required.
• Temporary track (shoofly) is
required.
• Temporary track (shoofly) is
required.
• Temporary track (i.e., shoofly) likely
required unless an alternate construction
methodology and sequencing is acceptable to Caltrain.
P Local Street Circulation
Impacts during Construction
• Removal of right turn lanes on Alma Street at Meadow Drive and Charleston Road; however, traffic
will still be able to flow as needed
despite lane reduction.
• Closes Meadow Drive while
Charleston Road roadway bridges
are constructed and visa versa.
• Removal of right turn lanes on Alma Street at Meadow Drive and Charleston Road; however, traffic
will still be able to flow as needed
despite lane reduction.
• Alma Street, Charleston Road, and
Meadow Drive reduced to 2 lanes.
• Reduced lane widths on Alma Street, north of Meadow Drive and south of Charleston Road.
• Possible night time closures of Meadow Drive and Charleston Road.
• Alma Street will be reduced to one lane in each direction from south of Oregon Expressway to Ventura
Avenue.
• From Charleston Road to Ferne Avenue, there will be only one
southbound lane on Alma Street.
• Alma Street will be reduced to one lane in each direction from south of Oregon Expressway to Ventura
Avenue.
• Lane reduction on Alma Street during construction of the shoofly and bridge.
• Closure of Meadow Drive and Charleston
Road throughout excavation and construction of the undercrossing and related features.
Q
Caltrain right-of-way Impact
(Probability of approval
by Caltrain of permanent
encroachment inside
Caltrain’s right-of-way is
unknown at this time).
Permanent encroachment inside Caltrain’s right-
of-way is required to accommodate
pump station(s).
No permanent encroachment inside Caltrain’s right-
of-way is required.
No permanent encroachment inside Caltrain’s right-
of-way is required. However, options
of a linear park or dual use under
the viaduct would require Caltrain approval.
Permanent encroachment inside Caltrain’s right-
of-way is required to accommodate
pump station(s). However, options
of a linear park or dual use above the tunnel would require Caltrain approval.
Permanent encroachment inside Caltrain’s right-
of-way is required to accommodate
pump station(s). However, options
of a linear park or dual use above the tunnel would require Caltrain approval.
No permanent encroachment inside Caltrain’s right-of-way is
required.
R Caltrain Design Exceptions
Needed
2% grade on track required.
Maximum grade allowed by Caltrain
is 1%.
Temporary vertical clearance of
12 feet at undercrossing structures
during construction. Minimum vertical clearance allowed by Caltrain is 15.5 feet.
1.4% grade on track required.
Maximum grade allowed by Caltrain
is 1%.
2% grade on track required.
Maximum grade allowed by Caltrain
is 1%.
2% grade on track required.
Maximum grade allowed by Caltrain
is 1%.
No Caltrain design exceptions required.
Summary of Evaluation Item 1
Attachment A - Matrix Summaries of
Evaluations with City Council
Adopted Criteria
Item 1: Staff Report Pg. 13 Packet Pg. 16 of 24
1 of 2January 13, 2021 • Churchill Summary of Evaluation • For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/
Churchill Evaluation of City Council-Adopted Criteria
Evaluation Criteria
Closure with Mitigations
Viaduct
Partial Underpass
A Facilitate movement across the corridor for
all modes of transportation
Churchill Avenue will be closed to
vehicles at the railroad tracks. Pedestrians and cyclists will be grade separated from the railroad in Option 1. For Option 2, pedestrians and cyclists will be grade separated
from the railroad and vehicle traffic on Alma Street.
Churchill Avenue will be grade separated from
the railroad for all modes and will remain open. Viaduct provides opportunities for additional crossings for all modes.
Churchill Avenue will be grade separated from the railroad for all modes and will
remain open. Through traffic on Churchill Avenue is no longer possible, and some traffic will have to take alternate routes. Pedestrian/bike (only) traffic will be grade separated from the railroad and vehicle traffic on Alma Street via an undercrossing at Kellogg Avenue.
B Reduce delay and congestion
for vehicular traffic at rail crossings
With closure of Churchill Avenue, the traffic at nearby intersections will be impacted; however, this can be mitigated.
With construction of the grade separation, the railroad crossing gates and warning lights at Churchill Avenue will be removed. Thus, the traffic will not be interrupted by railroad crossing gates.
With construction of the grade separation, the railroad crossing gates and warning lights at Churchill Avenue will be removed. Thus, the traffic will not be interrupted by the railroad crossing gates. Pedestrian undercrossing at Kellogg Avenue will also help reduce intersection congestion.
C
Provide clear, safe routes for pedestrians and
cyclists crossing the rail corridor, separate
from vehicles
Pedestrians/cyclists will be separated
from train traffic and vehicles.
Pedestrians/cyclists will be separated
from train traffic only. Bike lanes will be added to Churchill intersections. Additional pedestrian/cyclist separations routes can be explore on the next phase of design.
Pedestrians and cyclists will be completely separated from train and vehicular
traffic. Full pedestrian and cyclist movement is maintained with a new undercrossing at Kellogg Avenue.
D Support continued rail operations and Caltrain
service improvements
A temporary railroad track will not be
required.
A temporary railroad track will be required.
Stanford game day station will be eliminated due to grade issues.
A temporary railroad track is likely to be required unless an alternate
construction methodology and sequencing is acceptable to Caltrain.
E Finance with feasible funding sources
(Order of magnitude cost)
The closure would require the lowest
levels of local funding, with a substantial portion of capital costs covered by Regional, State and Federal sources.
The viaduct would require substantial local
funding resources significantly above the closure alternative.
The underpasses would require lower levels of local funding, with a substantial
portion of capital costs covered by Regional, State, and Federal sources.
F Minimize right-of-way acquisition
(Private property only)
No acquisition of private properties is
required; however, there will be impacts to Palo Alto High
School property. There also may be some parking loss on the east side of Churchill Avenue for the pedestrian/bike undercrossing (Option 2 only).
No acquisition of private properties will be
required.
Driveway modifications are likely to be required due to the removal of planter
strips along Alma Street. Some (sliver) acquisition of the high school and/or residential property
fronting Churchill Avenue on the west side of the tracks will be required. Street parking on both sides of Kellogg Avenue will be eliminated along the pedestrian/bike ramp (for approximately 250-300 feet from Alma Street).
G Reduce rail noise and vibration
Train horn noise and warning bells will
be eliminated with the removal of the at-grade crossings with roadway closure. Utilizing EMU trains instead of diesel engines will also reduce noise. There would be no
change to vibration levels at nearby receptors. An optional
6-foot high noise barrier near the tracks could significantly
reduce wheel/rail and propulsion noise.
Train horn noise and warning bells will be
eliminated with the replacement of the at-grade crossings with grade separations. Utilizing EMU trains instead of diesel engines will also reduce noise. There would be significant reduction in
vibration levels at nearby receptors.
Train horn noise and warning bells will be eliminated by the replacement of
the at-grade crossings with grade separations. Utilizing EMU trains rather than diesel engines will also reduce noise and some road noise would be reduced. Modern rail bridge design will reduce excess structural noise. There would be little to no change to vibration levels at nearby receptors. An
optional 6-foot high noise barrier near the tracks and on the overpass structure could significantly
reduce wheel/rail and propulsion noise.
H
Maintain access to neighborhoods, parks,
and schools along the corridor, while reducing
regional traffic on neighborhood streets
Vehicle access will be diverted and resultant regional traffic will be mitigated. Pedestrian and
cyclist access will improve to mode separation.
No diversion of regional traffic with construction of a grade separations.Regional traffic will be diverted due to the restricted turning movements. Pedestrian and cyclist access will improve due to mode separation.
I Minimize visual changes along the corridor
Railroad tracks remain at existing grade. Residual roadway areas from closure provide
opportunities for landscaping.
Railroad tracks will be approximately 20 feet above grade. Landscaping with trees will be incorporated for
screening where feasible.
The railroad tracks and the northbound lanes of Alma Street will remain at-grade, and the east side of Churchill Avenue will remain unchanged. Mature trees and overhead
power poles within the Alma Street planting strip, from just north of Kellogg Avenue to just south of
Coleridge Avenue, will be removed. Landscaping restoration is limited due to space constraints.
J Minimize disruption and duration of
construction
The closure will have minimal road closures (nights/weekends only). Construction would last for approximately 2 years.
Extended lane reductions at Alma Street (one lane in each direction) will be required. Construction would last for approximately 2 years.
Closure of Churchill Avenue between Alma Street and Mariposa Avenue will be required for the majority of construction. Alma Street will be one-way northbound for approximately 6+ months. Total duration of construction will be approximately 2.5 to 3 years; however the
durations are subject to change depending on the construction methodologies used.
Order of magnitude cost $50M to $65M*$300M to $400M*$160M to $200M*
ImprovementImpact
Most Impact
Some Impact
Some Improvement
Moderate Impact
Neutral (No Impact or Improvement)
Moderate Improvement
Most Improvement
* Total Preliminary Construction Cost for infrastructure of both railroad crossings includes escalation to 2025 (Subject to Change).
The color of the matrix is comparative between each alternative at this location.
Summary of Evaluation Item 1
Attachment A - Matrix Summaries of
Evaluations with City Council
Adopted Criteria
Item 1: Staff Report Pg. 14 Packet Pg. 17 of 24
Churchill Evaluation of Engineering Challenges
Engineering Challenges
Closure with Mitigations
Viaduct
Partial Underpass
L Creek/Drainage Impacts
• Pump station required for lowered pedestrian/bike
undercrossing.
• Increased risk of flooding with pump stations.
• Relocation of the pump house at Embarcadero Road required to accommodate widening of Alma Street.
• No significant creek or drainage impacts.• Pump station required for lowered roadways.
• Increased risk of flooding due to pump station.
M Long-Term Maintenance
Increased maintenance costs due to:
• Pump stations for undercrossing dewatering.
Increased maintenance costs due to:
• Above ground railroad alignment with embankments and viaduct structures.
Increased maintenance cost due to:
• Pump stations for underpass dewatering.
• Above ground structures for both road and rail.
N Utility Relocations
• Potential utility relocations in Alma Street and Churchill Avenue for pedestrian/bike undercrossing.
• Minor utility relocations for Embarcadero Road/Alma Street improvements.
• Minimal impacts to utilities.• Major utility relocations for lowered roadways.
O Railroad Operations Impacts during
Construction • No temporary track (i.e., shoofly) required, only single tracking during nights and weekends.• Temporary track (i.e., shoofly) is required.• Temporary track (i.e., shoofly) likely required unless alternate construction methodology and sequencing is acceptable to Caltrain.
P Local Street Circulation Impacts during
Construction
• Path along Palo Alto High School will temporarily be
impacted during construction.
• Temporary night and weekend closure of lanes on
Churchill Avenue, Alma Street, Embarcadero Road, El
Camino Real, and Oregon Expressway.
• Alma Street, reduced to two lanes.
• Removal of right turn lanes on Alma Street at Churchill Avenue; however, traffic will still be able to flow as needed despite lane
reduction.
• Temporary night and weekend closures of lanes on Alma Street and Churchill Avenue.
• Lane reduction on Alma Street during construction of the shoofly and bridge.
• Likely closure of Churchill Avenue throughout the excavation and construction of the undercrossing and related features.
• Likely closure of Kellogg Avenue for the duration of the pedestrian underpass construction; driveway access from one direction only.
Q
Caltrain right-of-way Impact
(Probability of approval by Caltrain of
permanent encroachment inside Caltrain’s
right-of-way is unknown at this time).
Requires permanent longitudinal
encroachment inside Caltrain’s right-of-way for the
pedestrian/bike ramps for undercrossing Option 1.
No permanent encroachment inside Caltrain’s
right-of-way is required. However, options of a linear park or dual
use under the viaduct would require Caltrain approval.
Requires permanent longitudinal encroachment inside Caltrain’s right-of-
way for the pedestrian/bike ramps (to the undercrossing at Kellogg Avenue) and for the lanes/
shoulders for southbound Alma Street.
R Caltrain Design Exceptions Needed
None required.1.6% grade on track required. Maximum grade allowed by Caltrain
is 1%.
No Caltrain design exceptions needed.
ImprovementImpact
Most Impact
Some Impact
Some Improvement
Moderate Impact
Neutral (No Impact or Improvement)
Moderate Improvement
Most ImprovementThe color of the matrix is comparative between each alternative at this location.
2 of 2January 13, 2021 • Churchill Summary of Evaluation • For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/
Summary of Evaluation Item 1
Attachment A - Matrix Summaries of
Evaluations with City Council
Adopted Criteria
Item 1: Staff Report Pg. 15 Packet Pg. 18 of 24
Rail Committee
Staff Report
Report Type: INFORMATION & COMMUNICATIONS
Lead Department: Transportation
Meeting Date: March 29 2023
Report #: 2303-1061
TITLE
Communications and Information for March 15, 2023 Committee Meeting
RECOMMENDATION
This item is for information only.
ATTACHMENTS
Attachment A: Mountain View Letter for Castro Exemption
Attachment B: 2023 JPB LPMG Meeting Calendar
Attachment C: Adhoc Meeting
APPROVED BY:
Lesley Milton
Item 2
Communications and
Information March 15,
2023
Item 2: Staff Report Pg. 1 Packet Pg. 19 of 24
P UBLIC W ORKS D EPARTMENT
500 Castro Street • Post Office Box 7540 • Mountain View • California • 94039-7540
650-903-6311 • Fax 650-962-8503
September 10, 2020
Michelle Bouchard, Chief Operations Officer
Peninsula Corridor Joint Powers Authority
1250 San Carlos Avenue
San Carlos, CA 94070
MOUNTAIN VIEW TRANSIT CENTER GRADE SEPARATION AND ACCESS
PROJECT AND THE STUDY OF FOUR-TRACK SEGMENTS PER THE CALTRAIN
BUSINESS PLAN
Dear Ms. Bouchard:
The purpose of this letter is to confirm that the City of Mountain View will support the
Peninsula Corridor Joint Powers Authority (JPB) studying a potential four-track segment
located in the City, north of the downtown Mountain View station, and that the JPB will
not be pursuing a four-track segment at the downtown Mountain View station.
The Caltrain 2040 Long-Range Service Vision, approved by the JPB last year as part of the
Caltrain Business Plan process, identified the need for a “series of short, four-track
stations and overtakes at various points through the corridor.” The technical analysis
supporting the Service Vision indicated that one of these segments would likely need to
be located somewhere between the Palo Alto Station and the Downtown Mountain View
Station. The City understands that the exact location of this four-track segment has not
yet been determined. We further understand that these additional tracks would be
needed as passing tracks to facilitate the planned operation of High-Speed Rail on the
corridor, making the timing of when the four-track location would be selected and
constructed uncertain.
On April 9, 2019, the Mountain View City Council approved certain principles
establishing the City’s position on the Caltrain Business Plan Service Vision. These
principles included a statement of strong support for Caltrain service and the
electrification project, while also opposing having the four-track segment at the
Downtown Mountain View Station. Another principle stated that Caltrain should
conduct a feasibility study of four-track locations before adopting the Service Vision.
Caltrain adopted the Service Vision without specifying the four-track location, and
leaving all options on the table, including at the Downtown Mountain View Station,
stating appropriate studies will be conducted before determining the location.
Item 2
Attachment A - Mountain
View Letter for Castro
Exemption
Item 2: Staff Report Pg. 2 Packet Pg. 20 of 24
Michelle Bouchard
September 10, 2020
Page 2
The Grade Separation and Access Project (GSAP) design concept and the full
implementation of the Transit Center Master Plan are not compatible with a four-track
configuration at the Downtown Mountain View Station. Based on discussions with
Caltrain staff, we understand that the Downtown Mountain View Station is at the
southernmost limit of where a four-track segment would be operationally viable, and
Caltrain staff has indicated that locating the four tracks at the Downtown Mountain View
Station is not operationally preferred. To that end, Caltrain has indicated that it is not the
desire of the railroad to pursue a four-track configuration at the Downtown Mountain
View Station.
In partnering with the City to pursue the GSAP, Caltrain has asked that the City
acknowledge that there will be further study and consideration of four tracks in the
northern part of the City, including a potential reconfiguration of the San Antonio Station.
The Rengstorff Grade Separation Project is already being designed to accommodate the
possibility of a potential future expansion to four tracks.
This issue was presented to the Mountain View City Council on June 9, 2020 as part of
Council approval of the Cooperative Agreement with the Santa Clara Valley
Transportation Authority and the JPB for the Final Design, Right-of-Way Engineering,
and Environmental Permitting Phases of the Mountain View Transit Center GSAP. In
approving execution of the Cooperative Agreement, the Council agreed to support
Caltrain studying a potential four-track segment in the northern segment of the City. This
is consistent with the previously approved principles, which did not oppose a four-track
segment north of the Downtown Mountain View Station, but stated feasibility studies
must be conducted before any locations are selected.
If you have any questions about the Mountain View City Council’s actions related to a
potential four-track segment in the City, please contact me at
dawn.cameron@mountainview.gov. The City would appreciate an acknowledgment in
writing from the JPB that the Mountain View station location will be removed from
Item 2
Attachment A - Mountain
View Letter for Castro
Exemption
Item 2: Staff Report Pg. 3 Packet Pg. 21 of 24
Michelle Bouchard
September 10, 2020
Page 3
consideration for a potential four-track segment in support of the GSAP final design
effort.
Sincerely,
Dawn S. Cameron
Public Works Director
DSC/4/PWK
946-09-09-20L
cc: APWD—Skinner, TM, PCE(A)—Tseng, ACE—Houghton, TP—Bodduna, Jim
Lightbody
Item 2
Attachment A - Mountain
View Letter for Castro
Exemption
Item 2: Staff Report Pg. 4 Packet Pg. 22 of 24
JPB Local Policy Makers Group (LPMG) Calendar – 2023
Updated January 2023
Fourth Thursdays – 5:30 PM*
*Unless stated otherwise
Thursday, January 26
Thursday, February 23
Thursday, March 23
Thursday, April 27
Thursday, May 25
Thursday, June 22
Thursday, July 27
Thursday, August 24
Thursday, September 28
Thursday, October 26
*Thursday, November 16 (third Thursday)
(Note – Thanksgiving is Thursday, Nov. 24)
* Thursday, December 21 (third Thursday)
Primary Staff Liaison: Devon Ryan, Katie Scribner
All meetings are held via Zoom (additional location, if any, to be determined), unless
scheduled and stated otherwise at Local Policy Maker Group (caltrain.com)
Item 2
Attachment B - 2023 JPB
LPMG Meeting Calendar
Item 2: Staff Report Pg. 5 Packet Pg. 23 of 24
Informational Item
VTA Adhoc Grade Separation Meeting Dates
Regularly Scheduled on fourth Friday of every other month. The meeting dates for 2023 are as follows:
•February 24, 2023 - Cancelled
•April 28, 2023, 10:00 AM – 12:00 PM
•June 23, 2023, 10:00 AM – 12:00 PM
•August 25, 2023, 10:00 AM – 12:00 PM
•October 27, 2023, 10:00 AM – 12:00 PM
•December 22, 2023, 10:00 AM – 12:00 PM
Meeting can be accessed through VTA calendar at the following link:
http://santaclaravta.iqm2.com/Citizens/default.aspx
Item 2
Attachment C - Adhoc
Meeting
Item 2: Staff Report Pg. 6 Packet Pg. 24 of 24